Automatic electric block-signaling.



E U L L W AUTOMATIC ELBUTRIG BLOCK SIGNALING.

APPLICATION FILED MAY 9| 1903.

3 SHEETS-SHEET 1.

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IHVEHm-F Q Q L No. 764,533. PATENTED JULY 5, 1904. W. A. LUBY.

AUTOMATIC ELECTRIC BLOCK SIGNALING.

APPLICATION I'ILBD MAY 9, 1903.

N0 MODEL. 3 SHEETS-SHEET 2.

. VVHHESSEE v I m/ E mm P Np. 764,533. 7 PATENTED JULY 5, 1904.

W. A. LUBY'.

AUTOMATIC ELECTRIC BLOGK SIGNALING.

APPLICATION FILED MAY 9, 1903.

H0 MODEL.

B BHBBTE-BHBET 8.

N @J I v UNITED STATES Patented ul 5,1904.

PATENT OFFICE.

AUTOMATIC ELECTRIC BLOCK-SIGNALING.

SPECIFICATION forming part of Letters Patent N0. 764,533, dated July 5, 1904.

Application filed May 9,1903. Serial No. 156,337. (No model.) 1

T0 (ti/Z when 1, it may, (BO/11013772.

Be it known that 1, WILLIAM A. LUBY, a citizen of the United States, residing at the city of Kalamazoo. in the county of Kalamazoo and State of Michigan, have invented certain new and useful Improvements in Automatic Electric BloclcSignaling, of which the following is a specification.

' My object is to provide an automatic electric bloclcsignaling system for double-track railways which will operate by either an al ternating or continuous electric current, which will be actually practical, reasonably simple and inexpensive to construct, economical to opcrate, sufficiently elastic in principle to perform any function required in block-signal ing, and which will facilitate to the utmost i11- stead of interrupting the traiiic of a railroad, the main details and means by which my invention is carried into eflect being hereinafter fully explained.

Referring tothe accompanying drawings, which form a part hereof, and in which like letters and figures of reference refer to simif lar parts throughout the several views, iliigure 1 is adiagrammatic illustration of one fulland two partial blocks of my system,showing overlaps. In this view the signal and rail circuits are shown as energized by an alternating electric current from a common source, the same being transformed for the circuits of each block and signal by means of transformingcondensers. Condensers are also shown as connected in parallel with the coils included in the rail-circuit. Fig. 2 is a similar illustration showing a portion of one block in which is shown means for protectingatrain against spreading rails, means by which on entering a block a train automatically locks all or any particular switch in advance of it and unlocks them one after another, means for automatically lowering gates at a highway-crossing or giving other warning when a train enters a block and restoring the same when the train passes the highway, and means by which a burned bridge or culvert will set a block at danger. This figure is designed to be placed between Figs. 1 and 3, the right of the figure to be placed at the left of Fig. 1 and the left of the figure to be placed at the right of Fig.

3. When this is done, it will be seen that the source of energy by which the rails of Fig. 2 are energized is toward the left of the ligure, being the transformer shown in Fig. 3. Trainsare supposed to move from right to left, in the other figures. Signal L is at the incoming end and signal L at the outgoing end of the block of which Fig. 2 is a part. Fig. 3 is likewise a diagrammaticillustration. It shows the abutting ends of two blocks, the signal and rail circuits being shown as ener gized by an alternating current, the potential being reducedgby means of an ordinary alternating-current transformer. The illustration shows the same electric circuits and connec tions as appear at the abutting ends of blocks in Fig. 1 and in addition thereto means by which the dangerous condition of a preceding block is communicated to an approaching train, means by which the train receiving such notification automatically whistles as a call for signals,so that if the signal is held at danger through the carelessness of workmen their attention may be drawn to the fact and the signal allowedto come to safety before stopping the train. There is also shown means for partially setting the brakes and putting the train under control when it first receives the information as to the condition of the block next in advance and means for automatically applying the emergency-brakes and automatically stopping the train if it passes a signal while the blockahead is dangerous. The signals thus communicated to the train and the means for stopping it are entirely independent of the actual condition or position of the signal, the functions being performed whether the signal stands at danger or safety if the block next in advance is dangerous. There is also shown in this illustration means by which the violation of a signal may be re corded both at the signal and on the train. Fig. tis a side elevation of the contact-rail N, showing the insulation Q, which interrupts the constant flow of current and enables the steam-whistle to give any particular number of blasts of short or long duration. Fig. 5 is a diagrammatic illustration in which the rail and signal circuits are shown as energized by a continuous current, one of the signals being shown as operating with and the other as without an overlap.

In the system herein shown the signals stand normally at danger by gravity. They are automatically brought to safety by an approaching train. The circuit by which a signal is operated is normally open and includes the source of energy S, signal-actuating mechanism M, and two circuit-interrupters A and B, which are controlled by electromagnets included in the normally closed rail-circuits of two abutting blocks. One of the circuit-interrupters A is controlled by the electromagnet D, which is in the rail-circuit at the incoming end of one of the blocks. The other circuit interrupter B is controlled by the electromagnet C, which is in the rail-circuit and at the outgoing end of an abutting block. The circuit-interrupter A is held normally closed by the electromagnet D, and circuitinterrupter B is held normally open by graviity or other suitable means, the normal current passing through the coil of magnet C not being sufiicient to cause it to actuate interrupter B. Magnets C and D are both of low resistance; but magnet D has a resistance preferably eight or ten times greater than magnet C, the greater the better, so long as, considered by itself, it is of very low resistance, preferably not to exceed one-quarter of one ohm. The main object in having coil DD of greater resistance than coil C C is to enable coil C to actuate interrupter B positively when coil D is short-circuited. Instead of having the increased resistance in coil D itself it may be placed in either of the wires 0; or 00, where it will perform its main function equally well. It is preferred, however, to have the resistance in coil D and to make it by additional convolutions of wire in order to get the advantage of the increased ampereturns, though each coil by proper adjustments of interrupters A and B would perform the function ascribed to it were the ampere-turns of each the same and the resistance of coil D greater than that of C. The proper adjustment just mentioned would consist of bringing the armature or interrupter A, which is here shown as the armature, within such proximity to its magnet D as to be operated thereby and adjusting the armature or interrupter B, which is shown as acting as an armature, so that it will be sufliciently distantfrom' its magnet C as not to be operated thereby'when coil D is in circuit, but close enough so that it will be operated when coil the adjustment it is preferred to have it so. The source of energy used to energize the rail-circuit is of low voltage, the potential preferably not to exceed two Volts. If too much current be used, a larger leakage across the rails will occur and interrupter B may be actuated when not designed. The potential should be sufiicient to energize magnet D, so that it will positively operate interrupter A; but it should not be suflicient when D is in circuit to energize C sufliciently to cause it to operate interrupter B.

When an alternating electric current is employed to energize an electric circuit including electromagnets, the electrical resistance or impedance of that circuit will be considerably higher than when the same is excited by a continuous current. This is true of any alternating-current circuit; but its importance is particularly emphasized when such a current is sought to be used in the rail-circuit of a signaling-block, the varying and increased resistance being likely to prevent the signaling mechanism performing its proper functions. The rails of a signaling-block being practically grounded, a leakage of current is constantly taking place across them through the ground and ties. This leakage varies with the length of the block, the character of the soil and ties, the resistance of the rail-circuit, and the potential. Under ordinary conditions while using a continuous current in a rail-circuit it is necessary to make the blocks comparatively short. Under the same conditions when an alternating current is employed the block must be shorter or a greater waste of current will take place, rendering the signals uncertain. The increased resistance of a circuit having electromagnets due to the alternating current is technically known as a spurious resistance. It is this spurious resistance, no doubt, that has prevented the alternating current being practically and generally used in block-signaling. One of the objects of this invention is to minimize and substantially overcome the effect of the spurious resistance. This I do by winding the coils included in the rail-circuit with metallic tape instead of ordinary round wire and by connecting the coils in parallel with condensers of suitable capacity. The winding of the coils with metallic tape alone will greatly reduce the spurious resistance, and when theyare so wound and connected with condensers, as stated, the spurious resistance will be reduced about ninet -nine per cent. and will become a negligible quantity in block-signaling. Each condenser so used to minimize the spurious resistance should have a faradic capacity suitable for the particular electromagnet in connection with which it is designed to be used.

That capacity can be best found by trial,

though there are formulas that may be found in technical works by means of which, with experimental data necessary to furnish the means to calculate, the proper capacity may be mathematically determined. It is as diilicult, however, to get the experimental data as it is to find the proper capacity of the condenser by trial.

In Fig. 1 the alternating current is shown as taken from an ordinary alternating-current power-circuit WV X and its potential lowered by means of transforming-condensers PSps, the former supplying current to the signal and the latter to the rail circuit. A detailed description of these condensers is not here deemed essential, as they form in themselves no part of this invention. It is sufficient to say of them that each transforming-condenser may be composed of two ordinary condensers. One, P, may be called the primary condenser and the other, S, the secondary condenser. The primary plates are connected to the power-circuit in parallel and the secondary plates to the signal and rail circuits in series. In the construction of the transforming-condenser the primary plates are so arranged with reference to the secondary plates as to charge them. The ratio of conversion is determined by the ratio of the area of the primary plates to that of the secondary plates, the former being the smaller for a step-down and the larger for a step-up transformation. In practice any suitable electromagnetic device for operating the signals may be used, an ordinary solenoid being herein shown, the same being especially suitable for diagrammatic purposes. The plunger Ris connected to signal L by means of a rod or cable 90.

The rail-circuit is energized by a current from the source of energy 8, through wire a,

rail K, wire o, coil 1), wire in, rail J wire 72, coil'U', wire 6, rail J and wire 9'. The condenser m is connected in parallel to the terminals of coil D by wires 10 0. The condenser n is similarly connected to the terminals of coil C by Wires 1'. These condensers are being constantly charged by the current from s and are constantly discharging through coils C and I). If a train enters block E, its wheels and axles will form a short circuit across the track-rails J K. The increased current that will thereby flow through the rail-circuit will fully energize magnet C and cause it to operate circuit-interrupter B, which then makes electrical connection with contact-point 0. If blockF is now safe, magnet D will be energized and will be holding interrupter A against contact-point f. The signal-circuit being thus completed, the current from the source S will flow through wire a, circuit-interrupter A, contact-pointf, wire (1, coil M, wire (Z, circuit-interrupter B, contact-point c,'and wire I), completing the circuit. Solenoid M being energized, it draws down its plunger R, which in turn draws signal L to a predetermined inclined position to indicate safety. If at the time contact is made between B and 0 there is a train on block F, short-eircuiting the current from magnet D, the signal-circuit will be open between A and f, in which case the operation of circuitinterruptcr B will have no effect on signal L, since the signal-circuit will not have been completed. If the trouble that caused magnet I) to be deenergized be removed while a train is on block E, I) will become energized and cause interrupter A to make electrical contact with point f, the signal-circuit being thereby completed, and signal L will come to the position of safety, as described. The outgoing end of block E terminates at the insulation U, at which polnt block F commences,

and it ends at insulation U, comprising on one side rails J and J and on the other side parts of rails K and IC. The distance between U and U covered by rail J is the overlapping portion of block E onto block F. It, in fact, forms a part of each block. When the first pair of wheels passes onto the overlap, it forms a short circuit across the rails J and K, thereby deenergizing magnet C,- which allows circuit-interrupter B to fall by gravity from 0, opening the signal-circuit, denergizing M, and allowing signal L to resume the position of danger, being sufliciently counterpoised to draw plunger It upward to normal position. The signal is preferably placed within block F a sufiicient distance to enable the engineer to see it resume the position of danger. When the first pair of wheels passes from rail J onto rail J, the current from the source of energy s is short-circuited from magnet I), which allows interrupter A to move by gravity from f, opening the circuit of signal L. Magnet (1 now becomes fully energized, as did magnet C when the train short-circuited rails J and K, the action already described being repeated for signal L. Until the whole of the train passes oil the overlap J" signal L cannot be brought to safety, since the source of energy .5 is being short-circuited from magnet D. As the train is moving from rail J onto J it has two danger-signals behind it, L and L. If it is desired to use distant signals, one may be connected in the signal-circuit of L or L either in parallel or series, preferably the latter manner.

Referring to Fig. 2, II and H are two iron or other suitable rods bolted at one end to the opposite track-rails, the other end oi. each rod being bent at an angle. The rods are placed in close proximity to each other and so held by suitable means. (Not shown.) The rods are adjusted so that the bent ends come within about one inch of each other, the angles being turned so as to engage each other when the track spreads one inch, thereby closing a short circuit. The free ends may of course be adjusted to indicate the spreading of rails any distance. In addition to forming a short circuit across the rails the rods hold the rails from spreading farther. The short circuit formed by these rods has the same effect as though the short circuit were produced by a train located at the same point.

If it is desired that a train should look a switch in advance of it when it enters a block and unlock the same after passing it, the same may be accomplished by using a suitable magnet in the rail-circuit that will operate a circuit-interrupter. This may be done by a magnet arranged to operate as C, though it is preferable to use a differential magnet, asVY. C011 V 1s wound of very low resistance and connected by wires y and 3 to one of the,

track-rails, one terminal to rail J and the other terminal, y, to contact-point 10, with which switch-point J makes electrical contact, J 8 making electrical connection with rail J which is in electrical connection with rail J 9 when the switch is set for the main track. Rails J 7 and J 9 are electrically insulated. Coil Y is wound to produce the same ampere-turns as coil V and is to be of very much higher resistance, preferably not less than fifty ohms. The terminals of this coil .2 .2 are connected, respectively, to rails K and J the current flowing through coil Y in the opposite direc. tion to that which flows through V in order that the magnet V Y will be normally inactive. When a train enters this block, the coil Y is short-circuited and coil V operates circuit-interrupter Z, closing the local circuit through the source of energy 1, wire 2, electromagnet 3, wire 4:, circuit-interrupter Z, and wire 5. Coil 3 operates lever 6, drawing its bent end into hole 7 in draw-bar 8, which is attached to the points of the switch or otherwise suitably located. This prevents the draw-bar being moved to open the switch. This form of lock has been illustrated because of its diagrammatic simplicity; but it will be understood that any suitable design of lock may be used. When the train passes the point where rails J 9 and J 7 are separated by insulation U coil V becomes short-circi'iited, Z falls by gravity from its anvil, the local circuit is opened, magnet 3 is deenergized, and retractile spring 9 raises lever 6, so that its bent end disengages hole 7 in draw-bar 8, thereby unlocking the switch. The continuity of electric connection from rail J 7 to rail J 6 being through contact-point 10, if the switch is turned for the siding or not properly closed no current will flow, and the signal guarding the block cannot be brought to safety. The condenser 11 is connected to coil V in parallel and acts to reduce spurious resistance as described with reference to condensers m and a. A similar condenser is to be connected with all coils which are connected in series with the rails, so as to keep the resistance of the rail-circuit as low as possible.

The highway-gate 93 is counterpoised to be raised by gravity and arranged to be lowered by the action of an electric motor. (Not shown.) The motor is connected in a'local use for this purpose magnet V V circuit having a suitable source of energy. The bell 12 may also be connected in the same local circuit, as shown. or in a separate circuit. When a bell is connected in circuit with other electroreceptive devices, it should be in a shunt. The local circuit in which the bell and the gate-operating mechanism are included is made and broken by circuit-interrupter Z, which is controlled by the differential electromagnet V Y. The coils of this magnet are wound and connected the same as those of magnet V Y, and its operation is the same. Alike differential magnet, having one of its coils connected in series across insulated portions of one of the rails and the other coil connected in a shunt across the track-rails, may be used to operate circuit interrupter 19, which short-circuits the rails to indicateburned culverts or bridges. WVhen this is done, the fuse-wirefl is connected in and forms part of the shunt across the rails. This fuse-wire may be connected with the timbers of a culvert or bridgein any suitable manner, such as winding it about the timbers or tacking it here and there on them. T/Vhen this wire is placed on the structure and connected in circuit, the burning of the structure will fuse the wire, opening the circuit through the coil with which it is connected, which coil becoming deenergized destroys the differential condition of the magnet, allowing the other coil to operate the circuit-interrupter. In using this coil for that purpose it is evident that interrupter 19 will be actuated every time a train enters a block, because of the short-circuiting of the parallel coil. It is preferred, therefore, to (Shown in Fig. 2.) In using magnet V V interrupter 19 will never be operated except when the structure guarded is burned or when the circuit through oneof the coils is interrupted. Coils V and V are each constructed of very low resistance, preferably not to exceed onetwentieth of one ohm. One of the coils V has one of its terminals connected to rail J and the other to one end of the fuse-wire f. the other end of the fuse-wire being connected to rail J which is separated from rail J by insulation U". Coils V and. V are connected in circuit, so that the current will flow through them in opposite directions, the coils being wound for the same ampere-turns. It is not essential that coil V which is connected with the fuse-wire, should be of low resistance; but it is preferable to so have it. The resistance of the fuse-wire may be considerable, depending on the kind, size, and amount used. This resistance, however, will not materially alter that of the rail-circuit, since the total resistance across insulation U will be less when coils V and V are connected than when either of them is alone connected. WVhen the fuse-wire 3 is destroyed by fire or otherwise, coil V will be deenergized and coil V will operate interrupter 19,

which is electrically connected to one of the track-rails by wire 1 its anvil being connected to the other track-rail by wire 21. When interrupter 19 makes electrical connection with anvil 20, the track-rails will be shortcircuited and the signal governing the block and any device within the block will be affected the same as though the short circuit was caused by a train. A condenser is designed to be connected with each of the coils V and V.

The magnets V Y and V V may be used when wound and connected substantially as shown and described for the performance of other functions in block-signaling.

When it is desired to communicate the condition of a signal to an approaching train automatically or to automatically stop it if it violates such a signal, the same is done as follows, reference being specially made to Fig. 3: The action of signal L is the same as already described with reference to signals L and L, and that action will not be here repeated except that, as shown in Fig. 3, the source of energy that energizes the signalcircuit is from the secondary coil of an ordinary alternating-current transformer. The source might be a transforming-condenser or a primary or secondary battery. In order to communicate signals to a train or stop it, one side or terminal of the source of energy 24 is normally connected by wire I), wires 25 26 to contact-rail N and by wires 5 25 29, coil 30, and wire 31 to emergency-rail O. The'other side or terminal of the source of energy is normally connected to interrupter A Stop 22 is normally connected by wire 23 to trackrail K When interrupter A breaks contact with its anvil or stop f, as before explained with reference to A and A, it falls by gravity onto and makes electrical contact with stop 22, thereby connecting one terminal of the source of energy used in the signal-circuit to one of the track-rails. On the engine or some otherplace on a train is located a suitable contact-brush 32, which is electrically insulated from the metal of the engine or other metal that comes in contact with the wheels or axles of the train. A partial circuit is made on the train through suitable electroreceptive devices from brush 32 to wheels and axles 52. A contact or caution rail N is located on the road-bed at about the place where a distant signal would be placed were one used. It is so situated that brush 32 will engage it when the train is passing. This contact-rail has portions of its surface covered by electrical insulators QQ, to cause interruptions in the current that energizes the electroreceptive devices on the train, they being particularly intended to enable the steam-whistle to give certain predetermined blasts to call the attention of workmen to the position of the signal in order that if due to carelessness the trouble may be removed before the train is stopped. In the illustration the electroreceptive devices shown on the train connected with brush 32 and wheels and axles 52 .are a gong 51, an electric lamp 42, and electromagnet 43, intended to operate air-valve 44-, which will allow air to slowly escape from air-pipe 45, that is suitably connected with the air-brake system, and an electromagnet 47, which is designed to pull lever steam-whistle receiving as many interruptions as there are insulators on rail N. To stop the train when a danger-signal is violated, another partial circuit is used on the train composed of contact-brush 62, wires 63 73, coil 65, wires 66 64, coil 67, wires 75 68, coil 69, wire 7 O, and wheel 71. lontactbrush 62 is electrically insulated from the metal-work of the engine and is so located as to engage rail 0, but not to engage rail N.

. Contact-rail O is located on the road-bed just within block Ii -that is, just within the block governed by signal L It may of course be placed within block (l, but when so placed compels a train to stop before reaching the signal, thereby interrupting trains when it may not be necessary for them to stop. When no overlaps are used, this rail should be placed within block G, between rail N and theoutgoing end of the block. This rail is connected with one terminal of the source of energy 24 by wires 6 25 29, coil 30, and wire 31. The other terminal of the source of energy is connected to interrupter A as before stated. If brush 62 comes into contact with rail 0 while interrupter A is in electrical connection with stop 22, an electric current will flow from the source of energy 24 th'rough'wires 5 ,25 29, coil 30, wire 31, contact-rail 0, brush 62, and wire 63 to point 72. Here it divides, one portion going through wire 73, coil 65, and wire 66 to point 74. The other portion flows from point 72 through wire 64, coil 67, and wire 75 to point 74, where the'portions unite and complete the circuit through wire 68, coil 69, wire 70, wheel 71, rail K wire 23, step 22, interrupter A, and wire (6 to the source of energy. Solenoids 30 and 69 operate registers 76 and 77, respectively. Solenoids 65 and 67 operate air-valves 59 and 58, respectively. These valves may be of any suitable design, though partially balanced rotary valves are preferred. Plunger 78 is connected with valve 58 by cable 79. WVhen plunger 78-is drawn into solenoid 67, valve 58 is rotated until port 80 assumes a position through which the air in pipe 81 may exhaust. The arrangement and operation of all the airvalves shown is the same, except that valve 44: has a small port in order that the air may escape slowly. The solenoids and 67 are preferably connected in parallel, as shown, though they may be connected in series. The object in having two emergencywalves is to increase the certainty of operation.

Special attention is directed to the fact that if signal L is at safety when the train passes from block G onto block H the emergency-valves 65 and 67 will not be operated notwithstanding signal L comes to danger while brush 62 is on rail 0. The explanation of this is that signal L at this time comes to danger by virtue of interrupter B opening the circuit. Magnet D is still energized and no contact is made between interrupter A and stop 22.

It is possible for all electrical contacts to become defective through negligence or inattention. To guard against trouble because of such defect, an additional electrical path from wire a to wire 23 is provided. This is shown in Fig. '3, where wire 81 connects wire (6 with interrupter 82, which is normally held open against stop 85. Wire 01 may be divided and connected to the terminals of coil 8 in which case the resistance of coil 8 L should be very low. It is preferred, however, in order to avoid any increase in the resistance of the rail-circuit to wind coil 84 of high resistance as compared with the series coils and to connect it in parallel. This connection is shown in Fig. 3, where wires 87 and 88 are connected, respectively, with wires :0 and 1?. hen coil D is energized, coil 8L will be, and when it is deenergized coil 84 will be deenergized, so that when interrupter A rests on stop 22 interrupter 82 will rest on stop 86, which is connected by wire 83 to wire 23.

By the term electrically-controlled device I refer to means under the control of the rail-circuit and employed to control the circuit in which the signal is placed. As illustrated by the drawings in this instance, the same consists of an electromagnet connected to the track-rails and a circuit-interrupter included in the signal-circuit, the magnet operating the interrupter. l/Vhen the magnet is sufficiently energized to actuate the interrupter, I consider the device energized. hen it is insufliciently energized to operate the interrupter, I consider it deenergized, Whether the magnet be partially or entirely demagnetized. As means other than the magnet and interrupter may be employed for the purpose stated, I consider as within the meaning of the term any equivalent means or any means that will readily suggest itself to one skilled in the art, and especially any means that absorbs electric energy from the rail-circuit and translates it into mechanical movements in the signal-circuit.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a rail-circuit, the combination of a source of alternating electric energy, situated at the outgoing end of a block, the trackrails of a signaling-block, two electromagnets, one of said magnets being located at the outgoing end of the block and the other at the incoming end of the block, and two condensers, one pole of said source of energy being connected to the outgoing end of one of the trackrails, the other pole of said source of energy being electrically connected to one terminal of the magnet situated at the outgoing end of the block, the other terminal of said magnet so situated at the outgoing end of the block being connected to the other track-rails at the outgoing end of the block; the electromagnet located at the incoming end of the block having its terminals connected to the incoming ends of the track-rails; one of said condensers being connected in parallel to the terminals of the magnet located at the outgoing end of the block, and the other condenser being connected in parallel to the terminals of the magnet lo-- cated at the incoming end of the block; the magnet at the outgoing end of the block being suitably arranged to exert insuflicient attraction upon its armature to actuate it, while the magnet at the incoming end of the block is sufficiently energized to operate its armature.

2. In a rail-circuit, the combination of a source of alternating electric energy situated at the outgoing end of the block, the trackrails of a signaling-block, two electromagnets, one of said magnets being located at the outgoing end of the block and the other at the incoming end of the block, and a condenser; one pole of said source of energy being connected to the outgoing end of one of the track-rails, the other pole of said source of energy being electrically connected to one terminal of the magnet situated at the outgoing end of the block, the other terminal of said magnet so situated at the outgoing end of the block being connected to the outgoing end of the other track-rail; the electromagnet located at the incoming end of the block having its terminals connected to the incoming ends of said trackrails; the said condenser being connected in parallel with the terminals of the magnet situated at the outgoing end of the block; the magnet at the outgoing end of the block being suitably arranged to exert insuflicient attraction upon its armature to actuate it while the magnet at the incoming end of the block is sufficiently energized to operate its armature.

3. In a rail-circuit, the combination of a source of alternating electric energy situated at the outgoing end of the block, the trackrails of a signaling-block, two electromagnets, one of said magnets being located at the outgoing end ofthe block and the other at the incoming end of the block, and a condenser; one pole of said source of energy being connected to the outgoing end of one of said track-rails, the other pole of said source of energy being electrically connected to one terminal of the magnet situated at the outgoing end of the block, the other terminal of said magnet being connected to the outgoing end of the other track-rail; the electromagnet located at the incoming end of the block having its terminals connected to the incoming ends of said trackrails; the said condenser being connected in parallel to the terminals of the magnet located at the incoming end of the block; the magnet at the outgoing end of the block being suitably arranged to exert insuliicient attraction upon its armature to actuate it while the magnet at the incoming end of the block is sufliciently energized to operate its armature.

4:. In a rail-circuit, the combination of a source of alternating electric energy situated at the outgoing end of the block, the trackrails of a signaling-block, two electromagnets, one of said magnets being located at the outgoing end of the block and the other being located at the incoming end of the block, the helix of the magnet located at the outgoing end of the block being composed of metallic tape, and a condenser; one pole of said source of energy being connected to the outgoing end of one of the track-rails, the other pole of said source of energy being electrically connected to one terminal of the magnet situated at the outgoing end or the block, the other terminal of said magnet so situated at the outgoing end of the block being connected to the outgoing end of the other track-rail; the electromagnet located at the incoming end of the block having its terminals connected to the incoming ends of said track-rails; the said condenser being connected in parallel with the terminals of the magnet at the incoming end of the block; the magnet at the outgoing end of the block being suitably arranged to exert insulfieient attraction upon its armature to actuate it while the magnet at the incoming end of the block is sufficiently energized to operate its armature.

5. In a rail-circuit, the combination of a source of alternating electric energy situated at the outgoing end of the block, the trackrails of a signaling-block, two electromagnets, one of said electromagnets being located at the outgoing end or the block and the other at the incoming end of the block, the helix of said magnet so situated at the incoming end of the block being composed of metallic tape, and a condenser; one pole of said source of energy being connected to the outgoing end o1 one of said track-rails, the other pole of .said source of energy being connected electrically to one terminal of the magnet so situated at the outgoing end of the block, the other terminal of said magnet so situated at the outgoing end of the block being connected to the outgoing end of the other track-rail; the electromagnet located at the incoming end of theblock having its terminals connected to the incoming ends of said track-rails; the said condenser being connected in parallel to the terminals of the magnet at the incoming end of the block; the magnet at the outgoing end of the block being suitably arranged to exert insullieient attraction upon its armature to actuate it while the magnet at the incoming end of the block is sulliciently energized to operate its armature.

6. In a rail-circuit, the combination of a source of electric energy situated at the outgoing end of a signaling-block; the track-rails of a signaling-block, said rails extending into the block next in advance a sui'lieient distance to form an overlap, one of the said rails being electrically continuous from the incoming end of the block, or from the termination of an overlap at the incoming end of the block, to

the end 01" the overlap at the outgoing end of the block, the other railbeing electrically separated into two portions, one of the portions extending from the incoming end or the block, or from the termination of an overlap at the incoming end of theblock, to the outgoing end of the block, and the other portion extending from the outgoing end of the block to the termination of the overlap at the outgoing end of the block; and two electromagnets, one of said eleetromagnets being located at the outgoing end of the block and the other at the incoming end of the block; the source of energy being connected to said traclerails at the termination of the overlap formed at the outgoing end of the block; the magnet at the outgoing end of the block being connected to the trackrail electrically insulated at the outgoing end of the block, one terminal of said magnet being connected to the beginning of the overlapping rail, the other terminal of said magnet being connected to the end of the trackrail so insulated at the outgoing end of the block; the terminals of the electromagnet at the incoming end of the block being connected to the ends of the track-rails at the incoming end of the block; the magnet at the outgoing end olthe block being suitably arranged to exert insuflicient attraction upon its armature to actuate it While the magnet at the incoming end of the block is sufliciently energized to operate its armature.

7. In a rail-circuit, the combination of a source of alternating electric energy situated at the outgoing end of the signaling-block; the track-rails of a signaling-block, said rails extending into the block next in advance a suflicient distance to form an overlap, one of said rails being electrically continuous from the incoming end of the block, or from the termination of an overlap at the incoming end of the block, to the termination of the overlap at the outgoing end of the block, the other rail being electrically separated into two portions, one of the portions being electrically continuous from the incoming end of the block, or from the termination of an overlap at the incoming end of the block, to the outgoing end of the block, the other portion of said rail being electrically continuous from the termination of the first portion of said rail to the termination of the overlap at the outgoing end of the block; tWo electromagnets, one of said magnets being situated at the outgoing end of the block and the other at the incoming end of the block; and tWo condensers; the source of energy being connected to said track-rails at the termination of the overlap formed at the outgoing end of the block; the electromagnet located at the outgoing end of the block being connected to the track-rail electrically divided at the outgoing end of the block, one terminal of said magnet being connected to the beginning of the overlapping portion of said track-rail, the other terminal of said magnet being connected to the outgoing end of the first portion of said divided track-rail; the terminals of the electromagnet at the incoming end of the block being connected to the ends of the track-rails at the incoming end of the block; one of said condensers being connected in parallel to the terminals of the magnet at the outgoing end of the block, the other condenser being connected in parallel to the terminals of the magnet situated at the incoming end of the block; the magnet at the outgoing end of the block being suitably arranged to exert insufiicient attraction upon its armature to actuate it While the magnet at the incoming end of the block is sutficientl y energized to operate its armature.

8. In an electric rail-circuit, the combination of a source of alternating electric energy situated at the outgoing end of a signalingblock; the track-rails of asignaling-block, said rails extending from the incoming end of the block, or from an overlap at the incoming end of the block, into the block next in advance a sufficient distance to form an overlap, one of said rails being electrically continuous from the incoming end of the block, or from the termination of an overlap at the incoming end of the block, to the termination of the overlap formed by the extended rails at the outgoing end of the block, the other track-rail being electrically separated into two portions,-one of the portions being electrically continuous from the incoming end of the block or from the termination of an overlap at the incoming end of the block, to the outgoing end of the block, the other portion of said rail being electrically continuous from the termination of the first portion to the termination of the overlap at the outgoing end of the block; tWo' electromagnets, one of said magnets being located at the outgoing end of the block, and the other at the incoming end of the block; and a condenser: the source of energy being connected to the track-rails at the termination of the overlap formed by the extended rails at the 1 outgoing end of the block; the electromagnet at the outgoing end of the block being connected to the track-rail electrically divided at the outgoing end of the block, one terminal of said magnet being connected to the beginning of the overlapping portion of said trackrail, the other terminal of said magnet being connected to the outgoing end of the first portion of said divided track-rail; the terminals of the electromagnet at the incoming end of the block being connected to the ends of the track-rails at the incoming end of the block; the said condenser being connected in parallel to the terminals of the magnet at the outgoing end of the block; the magnet at the outgoing end of the block being suitably arranged to exert insufiicient attraction upon its armature to actuate it While the magnet at the incoming end of the block is sufiiciently energized to operate its armature.

9. In an electric rail-circuit, the combination of a source of alternating electric energy situated at the outgoing end of a signalingblock; the track-rails of a signaling-block, said rails extending from the incoming end of the block, or from an overlap at the incoming end of the block, into the block next in advance a sufficient distance to form an overlap, one of said rails being electrically continuous from the incoming end of the block, or from the termination of an overlap at the incoming end of the block, to the termination of the overlap formed by the extended rails at the outgoing end of the block, the other track-rail being electrically separated into two portions, one of the portions being electrically continuous from the incoming end of the block or from the termination of an overlap at the incoming end of the block to the outgoing end of the block, the other portion of said rail being electrically continuous from the first portion of said rail to the termination of the overlap at the outgoing end of the block; two electromagnets, one of said magnets being located at the outgoing end of the block and the other at the incoming end of the block; and a condenser: the source of energy being connected to said track-rails at the termination of the overlap formed by the extended rails at the outgoing end of the block; the electromagnet at the outgoing end of the block being connected to the track-rail electrically divided at the outgoing end of the block, one terminal of said magnet being connected to the beginning of the overlapping portion of said trackrail, the other terminal of said magnet being connected to the outgoing end of the first portion of said track-rail; the terminals of the magnet at the incoming end of the block being connected to the ends of the track-rails at the incoming end of the block; the said condenser being connected in parallel to the terminals of the magnet at the incoming end of the block; the magnet at the outgoing end of the block being suitably arranged to exert insuliicient attraction upon its armature to ac- 'tuate it while the magnet at the incoming end of the block is sufliciently energized to operate its armature.

10. The combination of a signal-circuit having a suitable source of electric energy, electromagnetic signal-actuating mechanism and two circuit-interrupters with the normally closed rail-circuits of two abutting signalingblocks, the rail-circuit of one of said blocks having an electromagnet situated at the incoming end of said signaling-block adapted to hold one of the circuit-interrupters in said signal-circuit normally closed, the rail-circuit of the other of said abutting blocks having an electromagnet situated at the outgoing end of said block and adapted on beingsuiliciently energized to close the other of the circnit-in terrupters included in said signal-circuit.

11. In an electric s1gnal1ngsystem,the com-. blnation of a normally open signal-circuit including two circuit-interrupters; a normally closed track-circuit having a source of energy,

the track-rails of the entire signaling-block and two electromagnets, one located at the incoming end of the block and the other at the outgoing end of the block, all connected in series, the magnet at the incoming end of the block being arranged to control and hold normally closed one o't'the circuit-interrupters in said signal-circuit; and a second normally closed track-circuit having a source of energy,

-the track-rails of the entire block and two electromagnets, one of said magnets being located at the incoming end of said block and the other at the outgoing end of said block,

all connected in series, the magnet at the outgoing end of said block being constructed,

and adjusted with reference to its armaturelever, so that it will normally be incapable ofattracting its armature and arranged to control the other circuit-interrupter included in said-signal-circuit, the said circuit-interrupter so controlled by the magnet at the outgoing end of the block being held normally open by gravity.

12. The combination of a signal-circuithav ing a source of electric energy, electromagnetic signal-actuating mechanism and two cir cuit-interrupters, one 01'' said circuit-interrupters being connected to one pole of the source of energy, the other circuitdnterrupter being connected to one terminal of the eleccoming end of the said block adaptedto control the cireuit-interrupter in the signal-circuit which is connected with one pole of the source of energy, the rail-circuit of the other of said abutting blocks having an electromagnet situated at the outgoing end of said abutingsignaling-block connected in, series with the source of energy, the traclvrails and a magnet situated at the incoming end of said block, and adapted to control the circuit-interrupter in the signal-circuit which connected to one terminal of the electromagnetic signal-actuating mechanism.

13. The combination of a source of electric energy employed in energizing a local signaleircuit and situated at the abutting ends of two signaling-blocks, a eircuit-interrupter included in said signal-circuit and directly connected through a suitable conductor with one pole of said source of energy, an electromagnet arranged to control said circnit-interrupter and included in the rail-circuit oi" the advanced one of said abutting blocks, the terminals of said magnet being connected to the track-rails at the incoming end of said advanced block, an electric conductor connected with one of the track-rails in the rear one of said abutting blocks and arranged to make electrical connection with the circuit-interrupter when the magnet controlling said interrupter is dei-inergized, a contact-rail situated on the bed of the railway and directly connected through a suitable conductor with the pole of the source of encrgynot connected to the circuit-interrupter, a partial electric circuit located on a railway-vehicle including an electromagnet, and an air-valve connected with an air-brake system on said vehicle, said valve being controlled by said magnet in said partial circuit, one terminal of the partial circuit on said vehicle being connected to an insulated contact-brush arranged to engage the contact-rail on the road-bed, the other terminal of said partial circuit being connected to the wheels and axles of said vehicle whereby on said contact-brush engaging said contact-rail while the electromagnet controlling the circuit-interrupter is demagnetized, the full force of the source of energy of said signal-circuit will beutilized in energizing said partial circuit, substantially as shown and de' scribed.

14:. The combination of a source of energy employed in energizing a local signal-circuit located at the abutting ends of two signaling blocks, a circuit-interrupter included in said signal-circuit and directly connectedtlirough a suitable electric conductor with one pole of said source of energy, an electromagnet arranged to actuate the cireuit-interrupter and controlled by the rail-circuit of the advanced one of said abutting blocks, an electric conductor connected with the track-rail of the rear one of said abutting blocks and arranged to make electrical contact with the circuit-in terrupter when the magnet controlling said interrupter is deenergized, a contact-rail situated on the road-bed and within the overlap thatis formed by the rear one of said abutting blocks extending into the advanced block, said contact-rail being directly connected with the pole of the source of energy not connected to said interrupter, and a partial electric circuit located on a railway-vehicle and containing electroreceptive devices, one of the terminals of said partial circuit being connected to a contact-brush, insulated from said vehicle and arranged to engage the said contactrail so located on the road-bed, the other terminal of said partial circuit being connected to the wheels and axles of said vehicle, substantially as shown and described.

15. The combination of a source of electric energy employed in energizinga local signalcircuit situated at the abutting ends of two signaling-blocks, two circuit-interrupters directly connected through suitable'conductors with one pole of the source of energy, one of said interrupters being included in the signalcircuit, two electromagnets arranged to actuate said interrupters and controlled by the rail-circuit of the advanced one of the two abutting blocks, an electric conductor connected with the track-rail of the rear one of said abutting blocks and arranged to make electrical contact with the circuit-interrupters when the magnets controlling said interruptconnected to the wheels and axles of said vehicle, substantially as shown and described.

16. The combination of a source of electric energy employed in energizing a local signalcircuit situated at the abutting ends of two signaling-blocks, two circuit-interrupters directly connected through suitable electric conductors with one pole of the source of energy, one of said interrupters being included in the signal-circuit, two electromagnets arranged to actuate said interrupters and controlled by the rail-circuit of the advanced one of said abutting blocks, one of said magnets being connected in series and the other in parallel with the track-rails of said advanced oneof the abutting blocks, an electric conductor connected with the track-rail of the rear one of said abutting blocks and arranged to make electrical contact with the circuit-interrupters when the magnets controlling said interrupters are dcenergized, a contact-rail situated on the road-bed and electrically connected with the pole of the source of energy not connected to said interrupters, and a partial electric circuit located on a railway-vehicle containing electroreceptive devices and having one terminal connected to an insulated contact-brush arranged to engage the contact-rail on the road-bed, the other terminal being connected to the wheels and axles of said vehicle, substantially as shown and described.

17. The combination of a source of electric energy, a circuit-interrupter connected to one pole of the source of energy, an electromagnet arranged to actuate said interrupterand controlled by the rail-circuit of the advance one of two abutting blocks, an electric conductor connected to the track-rail of the rear one of two abutting blocks and arranged to make electrical contact with the circuit-interrupter when the magnet controlling said interrupter -is deenergized, a contact-rail connected with the pole of the source of energy not connected to said interrupter, said contact-rail having its surface divided into electrically conducting and nonelectrically conducting portions, a partial electric circuit located on a railway-vehicle including electroreceptive devices, one of the terminals of said partial circuit being connected to an insulated contact-brush arranged to engage said contact-rail, the other terminal of said partial circuit being connected to the wheels and axles, and the steamwhistle of a locomotive, substantially as shown and described.

' 18. The combination of the rail-circuit of a signaling-block, a diflerential electromagnet having a low-resistance coil the terminals of which areconnected to insulated portions of, and in series with, one'of the track-rails, and a higher-resistance coil connected in parallel with the track-rails, said differential magnet being located at a point between the ends of a signaling-block, a local'circuit including an electromagnet and a circuit-interrupter under the control of said diiierential magnet, and switch-locking mechanism under the control of the electromagnet in said local circuit, substantially as shown and described.

19. The combination of the rail-circuit of a signaling-block, a differential electromagnet having a low-resistance coil the terminals of which are connected to insulated portions of and in series with one of the track-rails and a higher-resistance coil connected in parallel with the track-rails, a local circuit including an electric motor and a circuit-interrupter under the control of said differential magnet, and a highway-crossing gate, said gate being counterpoised to remain normally open, substantially as shown and described.

20. The combination of therail-circuit of a signaling-block, a differential electromagnet having a low-resistance coil the terminals of which are connected to insulated portions of and in series with one of the track-rails and a higher-resistance coil connected in parallel with the track-rails, a local circuit including IIO an alarm-bell and a circuit-interrupter under the control of said differential magnet, substantially as shown and described.

21. The combination of the rail-circuit of a signaling-block, and a diiferential electromagnet located between the ends of a signaling-block and adapted to control signaling mechanism within said block, said magnet having a low-resistance coil connected to insulated portions of and in series with one of the track-rails and a higher-resistance coil connected in parallel with the track-rails, substantially as shown and. described.

22. The combination of the rail-circuit of a signaling-block, a differential electromagnet located between the ends of asignaling-block and adapted to control signaling mechanism within said block, said magnet having a lowresistance coil connected to insulated portions of and in series with one of the trackrails, also a higher-resistance coil connected in parallel with the track-rails, and a condenser connected in parallel to the terminals of said low-resistance coil, substantially as shown and described.

23. The combination of the rail-circuit of a signaling-block, a difi'erential electromagnet having a low-resistance coil the terminals of which are connected to insulated portions of and in series with one of the track-rails, also a second coil included in a shunt-circuit the terminals of which shunt-circuit are connected to insulated portions of and in series with one of the track-rails, and a condenser connected in parallel to the terminals of the coil not included in said shunt-circuit, substantially as shown and described.

24. The combination of the rail-circuit of a signaling-bloclc and a diflerential electromagnet having a low-resistance coil the terminals of which are connected to insulated portions of and in series with one of the track-rails, also a second coil included in a shunt-circuit the terminals of which circuit are connected to insulated portions of and in series with one of the track-rails, said diflerential magnet being adapted to control signaling mechanism within said block, substantially as shown and described.

25. The combination of the rail-circuit of a signaling-block, a differential eleetromagnet having a low-resistance coil the terminals of" which are connected to insulated portions of and in series with one of the track-rails also a second coil included in a shunt-circuit the terminals of which shunt-circuit are connected to insulated portions of and in series with one of the track-rails, said differential magnet being adapted to control signaling mechanism within said block, a railway-bridge or other structure upon and about which the said shuntcircuitis suitably placed, and a normally open, low-resistance shunt-circuit including a circuit-interrupter, the terminals of which shuntcireuit are connected to the opposite trackrails, the circuit-interrupter included in said last-mentioned circuit being under the control of said differential magnet, substantially as shown and described.

26. In railway signaling, the combination of the track-rails of a signaling-block, said rails forming a portion of the rail-circuit of such signaling-block, and two rods, one end of each of said rods being bent at an angle and the other end of each of said rods being suitably bolted to the opposite track-rails, the

ends of said rods bent at an angle being arranged to engage each other on the spreading of said track-rails, substantially as shown and described.

27 A railway signaling system consisting of the combination of a consecutive number of closed circuited track sections, signals properly located for indicating the condition of an advance section, a source of energy in circuit with each signal for actuating the same, two electrically-controlled devices connected with the rails of adjoining track-sections for controlling each signal-circuit, one of said devices being normally energized and the other of said devices being normally dcenergized, and a source of electrical energy so connected to each track-section that the entrance of a train on a section preceding the signal will cause the normally deenergized device of said section to become energized, and with the normally energized device of the advance section to operate the signal of the advance section.

WM. A. LUBY. Witnesses:

SAMUEL W. Oxnnronn, L. N. BURKE. 

